Air-ejector



(No Model.)

' 2 Sheets-Sheet 1. F. W. BAMES.

Air Ejector.

Patented May 10, 18 81.

N. PETERSv Phuio-Lithngnpher. Washingion, D C.

(No Model.) 7 2 Sheets--Sheet 2.

F. W. EAMES.

Air Ejector.

No. 241,331. Patented May10, |88I.

N. PETERS. Fhoto-Lithngraph ar, Washington, D. C.

UNTTEID) STATES PATENT OFFICE.

FREDERICK W. EAMES, OF XVATERTOXVN, NEW YORK.

Al R-EJ ECTO R.

SPECIFICATION forming part of Letters Patent No, 241,381, dated May 10,1881.

Application filed October 29, 1880.

To all whom it may concern Be it known that I, FREDERICK W. EAMES, acitizen of the United States, residing atWatertown, in the county ofJefferson and State of New York, have invented certain new and use fulImprovements in Air-Ejectors, (Case I and I do hereby declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same, reference beinghad to the accompanying drawings,and to letters or figures of reference marked thereon, which form a partof this specification, the same having been patented to me by thegovernment of Great Britain by Letters Patent No. 225, dated January 20,1879.

Figure 1 represents a front elevation of an ejector to which myimprovements have been applied. Fig. 2 represents a side elevation ofthe same, and Fig. 3 a top-plan view of the same. Figs. 4: and 5represent, respectively, a face and vertical sectional view of the gagefor indicating the pressures in the brakepipes. Fig.6 represents amodified form of gage.

My invention relates to air-ejectors for vacuum-brakes.

My present invention consists in a novel construction and arrangement oftwo ejectors of different comparative capacities and two lines ofbrake-pipes connected therewith, the smaller ejector havingcommunication with but one line of pipes, and the larger ejector soarranged as to have communication with one or both lines of pipes.

It further consists in providing the controlling steam-valve of thelarger ejector with a device consisting of a system of levers and aspring (or equivalent) and diaphragm acting in opposition to each other,the diaphragm being connected by a pipe to the brake-pipe of the smallerejector, whereby upon air being admitted to said brake-pipe it willcause the steam-valve of the larger ejector to be turned onautomatically.

In the drawings, A represents the larger ejector, and B the smaller. Theconstruction of the ejector device proper of both are substantiallyalike, the parts differing only in regard to their size. They are fittedto theboiler in any known and suitable way, and with which ,theycommunicate by the steam-pipe a.

(No model.) Patented in England January 20, 1579.

The construction of each of the ejcctors is well known, my presentinvention being in constructing them of comparative different sizes andcapacities in connection with a double line of brake-pipes and valveapparatus, whereby a vacuum is automatically maintained in one line ofpipes, B, by the continuous action of the smaller ejector B, and uponthe reduction of the vacuum-pressure in said pipe a vacuum is created inthe pipe A and the steamvalve of the larger ejector turned on, so as tore-enforce the vacuum thus established in said brake-pipe A, therebyapplying the brakes. It should be understood, however, that ordi narilythe brakes are put on by creating a vacunm in the brake-pipe A by meansof the ejector A independently of the use of the brakepipe B and itsejector B, the pipe B and its attached automatically-operating devicefor opening the steam-valve of the larger ejector A serving only where amore effective and instantaneous application of the brakes is. required,a s in cases of emergency.

A special description Will be omitted of such parts of an ejector andbrake apparatus as are old and not necessary to be here described.

The ejector A communicates with the brakepipes A and B, but the ejectorB has connection with the brake-pipe B only.

b represents a valve, by means of which, if desired, communicationbetween pipe B and the ejector A maybe cut off. Below this valve 1) thepipe B turns into a valve-box, b, which is fitted with a stop-valve, c,the dropping of which onto its seat will prevent any air admittcd intothe pipe above the valve passing down along pipe B. Below the stopvalve0 the air-ejector B communicates with the brakepipe B by means of thepipe B and by the continuous action of the ejector B, which is keptcontinuously blowing, a vacuum is maintained in the pipe B. Below thepoint of connection of the pipe B with the ejector B the pipe is fittedwith a valve, (1, for admitting air thereto when the brakes are requiredto be put on in cases of emergency. This valve dis operated by theengine-driver.

The supply of steam to the ejector A is controlled by a valve mountedupon a vertical spindle, which carries at its upper end a handlever, D.For the purpose of operating this apparatus automatically or without theassistance of the engineer, and at the same time without interferingwith its proper manipulation by hand, I provide the handle D with atail-piece extension, (1. From this tail end projects a pin, that entersand is free to play within a slotted horizontal link, 0, which isjointed to the upper end of a vertical rocklever, f, having for itsfulcrum a pin projecting from the ejector-casing. This lever receivesthrough its shorter arm a tendency from a spring, g, to pull upon thelink 6, and thereby to open the valve and admit steam to the ejector. Toprevent this action a spring-latch, h, is provided, which serves to lockthe lever f and hold it back against the pressure of its sprin Erepresents an air-chamber attached to the wall of the cab or othersuitable point, and is provided with a diaphragm, O, on one side ofwhich is an air-chamber having communication with the brake-pipe Bthrough the tube B and B To the diaphragm 0 is secured a piston-rod, It,having a spring, 1?, bearingagainstacollar on the rod and against thewall of the diaph raginshell, the cfiect of which is to propel it in anopposite direction to that in which the vacuum acts.

To the rod k is attached a lever, l, suitably fulcrumed, which serves tooperate the retaining-latch, whereby the hand-lever for turning on thesteam to the ejector A is controlled. By this arrangement, when air isadmitted to the pipe B it will also be admitted to the pipe B leading tothe diaph ragm-ch amber, destroying the vacuum therein, when the spring7: will be released from pressure, when it will expand, causing thelever l to throw the retaining-latch it into action and allow of thesteam-valve of the ejector A to be turned on, as has been set forth. hisautomatic device for operating the valve does not interfere with its useunder ordinary circumstances, the pin of the tail-extension piece ofthehand-lever working freely within the slotted link, which latter isallowed for this purpose a horizontal vibratory movement upon itspivotal point.

The outward movement of the rod attached to the diaphragm 0 may beemployed to set a steam-whistle or other alarm in action, for thepurpose of calling the attention of the engineer to the brakes.

The brake-pipes A and B have, under certain conditions, communicationwith each other and with a reservoir and flexible vessels under each earof the train. In ordinary use the brakes are applied by creating avacuum in the pipe A and the flexible vessels by the ejector A, thebrake-pipe B and the reservoir being cut off by a valve device. In thebrakepipe B a vacuum is constantly maintained by the continuously-actingejector B, and which also exhausts the reservoirs and closes the valvesconnecting the brake-pipes A and B.

\Vhen, however, a more instantaneous action of the brakes is requiredthan that furnished by the employment of the ejector A and pipe A, airis admitted to the exhausted brake-pipe B, the effect of which is toopen communici tion with the brake-pipe A and the flexible vessels andreservoirs under the several cars, and at the same time air beingadmitted to the flexible chamber E of the automatic valve device causesthe diaphragm to move and sets the ejector A in action by turning on itssteamvalve, thereby re-en forcing the vacuum in the pipe A, alreadyestablished by having been connected with the reservoirs located on thecars of the train.

The ejector B is made ot'comparatively small size, and a jet of steam iskept constantly blowing through it sutficient to keep the brake-pipe Band the reservoirs in a constant state of exhaustion. These ejectors Aand B may be made to operate independently or in conjunction with eachother, as also are the brakepipes A and B.

In order to show to the engineer the degree of exhaustion in the twobrakepipes, I provide a compound Bourdon gage with two index-h ands andtwo scales upon the same dial. These index-hands are operated bysector-racks actuated by the motions of the gage-tubes, with which theyare respectively connected. Thus the motions of the two hands over theirrespective graduated scales upon the same dial will show at a glance thestate of exhaustion in the two vacuum-brake pipes. I can also use asingle gage, which may be alternately put into communication with thepipes A and B by a double-ended self-acting check-valve at the point ofjunction of the tubes. This arrangement is shown in Fig. 7.

Having described my invention, what I claim 1s 1. The ejcctors A and B,the former having communication with the double line of pipes A B, andthe latter with brake-pipe B, substantially as and for the purpose setforth.

2. The ejectors A and B, arranged foroperation substantially as setforth, the ejector A being adapted for intermittent and the ejector Bfor continuous action, for the purposes de scribed.

3. The ejectors Aand B, of comparatively different sizes and capacities,as herein described, in combination with a double line of brakepipes,substantially as and for the purpose set forth.

4. The controlling-valve of the ejector A, adapted to be automaticallyoperated upon the admission of air to the brake-pipe B, substantially asand for the purpose set forth.

5. An automatically-operating valve device, consisting of lever D d,slotted link 0, lever f and its spring, catch it, with a diaphragm, 0,and its spring, whereby, upon admission of air to the pipe B, theejector of the pipe A is set in action, substantially as set forth.

6. A diaphragm connected to the pipe B,

IIO

and arranged so that on air being admitted to said pipe thecontrolling-valve of the ejector A will be automatically turned on, forthe purposes set forth.

"'7. A retaining-catch for holding the lever 9 against the drag of itsspring, in combination with an automatic device for setting the catch inaotion,whercby the steam-"alve ofthe ejector A is turned on upon airbeing admitted to the brake-pipe B.

8. The combination of two ejectors, A and B, substantially as described,with a double line of pipes, A and B, and the valve 1), whereby theejector A may have but a single connection with its ejector,substantially as and for the purpose specified.

9. The combination of two ejectors, A and B, of comparatively differentsizes and capacities, as herein set forth, and a double line ofbrake-pipes, A and B, the ejector B of which is kept in continuousaction to maintain a constant vacuum in the brake-pipe B, substantiallyas set forth.

10. The combination of the ejectors A and B and brake-pipes A and B, inwhich the appiication of the brakes is effected ordinarily by theejector A and pipe A, and in cases of emergency by the admission of airto the brakepipe B and the action of ejector A, substantially as hereinset forth.

In testimony whereof I affix m y signature in presence of two witnesses.

F. W. EAMES. Witnesses:

CHAS. DEBINGHAM, E. D. EAMES.

